Lock control



Nov. 26, 1957 R. V. PROBALA ETAL LOCK CONTROL 2 Sheets-Sheet 1 Filed July 30, 1954 r INVENTOR ROBERT V. PROBALA CHARLES M. ROCK LOCK CONTROL Filed July so, 1954 2 Sheets-Sheet 2 A E 2 2 j 4 5 2 INVENTOR f L? RQBERT v. PROBALA F A ///A WARLEs M. ROCK F? G. I 2

ATTORNEY United States Patent LOCK CONTROL Robert V. Probala and Charles M. Rock, Baltimore, Md.; said Rock assignor to said Probala Application July 30, 1954, Serial No. 446,896

1 Claim. (Cl. 70181) The present invention relates to a lock control device and in particular to an improved element associated with door locks of vehicles.

For some time many vehicle door locks have been provided with an element extending upwardly or outwardly from some portion of the door or window frame by which the operation of the door lock may be controlled. The control element generally is in the form of a stem extended upwardly from the lock proper through the lower portion of the window casing of the door to prevent the lock from being operated by the outside handle when the stem element was depressed and the door closed. The only way then to open the car door from the outside is by a key.

The broad object of the invention is to provide a means by which the lock control element can not be depressed unless it is done with a narrow gauge object, such as a key.

A more specific object of the invention is to provide such a device that may be attached to either the window casing through which the stem lock control element extends, or to the element itself.

Another object of the invention is to provide a structure which will be easy and economical to install, or incorporate in the vehicle door.

With these and other objects in view, the general principle of the invention is illustrated in the accompanying drawings and described in the detailed description that follows, together with the manner and way in which the improved device is constructed including its uses and advantages.

Figure 1 is a fragmentary vertical view of a portion of a vehicle door showing one form of the improved device for operating the lock control element.

Figure 2 is a view similar to that shown in Figure l in which a key is shown in position and operating the lock control element.

Figure 3 is a sectional view taken along the line 33 of Figure 1.

Figure 4 is a view in elevation of a modified form of device in which the device is carried upon the window casing of the car door.

Figure 5 is a sectional view of the modified form shown in Figure 4, including the operating key.

Figure 6 is a view in elevation of the form shown in Figure 4 and looking at right angles thereto.

Figure 7 is a view of another modified form in which the improved member is constructed from a shell-like tubular member.

Figure 8 is a view taken along line 8-8 of Figure 7.

Figure 9 is a fragmentary view in elevation of a lower window sill or casing of a vehicle showing a tapered recess formed therein for guiding a key to the lock control element.

Figure 10 is a sectional view taken along line 10-10 of Figure 9. v

Figure 11 is a sectional view similar to that shown Patented Nov. 26, 1957 in Figure 10 showing the key in position after depressing the lock control element to its lower limit.

Figure 12 is a fragmentary sectional view taken along line 1212 of Figure 10.

In referring to the drawings like numbers are used to indicate like and similar parts through the several views.

One modification of the invention is shown in Figures 1 to 3 inclusive. In this modification a knob element 1 is secured to one end of a lock control element 2, the lock itself (not shown) is of the same general type as that shown in the Allen Patent No. 2,650,846. These locks are designed generally to lock a car door by moving a lock control element and closing the door when the outside handle is held in a particular position. At least one car door is provided with a key hole to the lock in which a key must be inserted to unlock the door. In most instances the ignition key operates both the door lock and the lock connected with a switch for turning off and on the ignition circuit to the engine of the car. Therefore if the ignition key is always removed and carried on the person it will always be available when the door is to be unlocked. If on the other hand, the key is left in the car ignition switch lock there is no way to get the door unlocked unless you have an. extra key, which in many instances is not the case. By having a set-up whereby the lock control element has to be operated by a narrow strip or key will always remind the operator of the car to remove the ignition key and with it operate the lock control element.

As stated hereinbefore this knob element is secured to the upper end of the lock control element 2, which has a limited movement up and down through the door casing 3. When the element 2 is moved to its outer limit the door lock is not affected and may be locked or unlocked with the outside door handle, but when moved to its inner limit, it cooperates with other moving parts of the look (not shown) to prevent the lock from being operated by the outside handle.

The knob element 1 is usually constructed of a plastic molded thermoplastic or thermosetting material and is generally of elongated cylindrical form, one end of the knob is provided with a threaded hole 4 into which the outer end of the member 2 is threadably receivable. The outer end of the knob member 1 is provided with a slot 5 which extends downwardly through the member for a substantial distance, and for a distance at least equal to the width of the average key, as shown best in Figure 2. Fixedly secured adjacent the upper end and to one side of the slotted portion 5 is a resilient member 6, which is in the form of a flat spring, the upper end 6' of which is embedded in the upper end of the knob. The knob 1 is also provided with a second vertical slot as shown at 8. This slot extends from the first mentioned slot 5 through the side edge of the knob and in a plane perpendicular with the plane of the first mentioned slot 5.

The outer end 6" of the spring is free to move back and forth within the second mentioned slot 8. When this end 6" of the spring is in normal position it extends outwardly through the slot and forms an abutment beyond the outer side surface of the knob to form a latch to prevent the knob and lock element from being depressed. The outward movement of the spring is limited by the tapered surface 8 of the slot 8.

In installing the improved knob, the conventional knob is removed and the improved knob 1 is screwed upon the lock control element 2, as is well shown in Figure 3. The knob is of such dimensions and so constructed that when it is screwed in place on the element 2 that the abutting end 6" of the spring is just above the opening in the door, or window casing 3. As this is the normal location of the spring, it will prevent the knob from being further depressed through the opening 3 in the casing 3 unless the spring is depressed into the slot 8. The lock is so constructed that when the lock control element 2 is in its upward, or outwardly location the lock is unaffected and may be operated by both the inside and outside lock operating handles (not shown). However, when the element 2 is depressed at its lower or inwardly position and the door closed by holding the outside handle in a certain position, the outside handle cannot be rotated thereafter to open the door until the locking mechanism of the lock is released by a key, which is generally the key which also operates the ignition switch lock. Therefore, if the ignition key is inadvertently left in the car and the button or knob 1 is depressed and the door closed it is impossible to get the door open unless you have an extra key outside the car, and the present invention is for a device or mechanism which will prevent or at least bring to the mind of the operator of the vehicle the fact that he or she does not have the ignition key when attempting to close and lock the car door.

In operation, when the party leaves the car and desires to lock the door the ignition key 12 is inserted within the slot 5. The key will contact the spring latch member 6 and as the key is moved toward the bottom of the slot the spring will be moved inwardly within the slot 8 until the end 6" of the spring clears the edge of aperture 3 of the window casing 3. After which knob 1 will move downwardly through the aperture 3', depressing the element 2 which will operate the mechanism for preventing the movement of the door locking mechanism by the outer door handle from outside the car as previously described The spring leaf 6 forms an obtuse angle with the upper portion of the key slot of the knob, moving it easily depressed into the slot 8. When the knob moves upwardly through the aperture 3' upon its return to normal position, it can do so with very little effort.

Figures 4, 5 and 6 show a modified form of device for performing the function. In this modification, the lock control element 2 is not secured to the knob as previously shown in Figures 1, 2 and 3. Instead, the element 2 is adapted to operate freely within an aperture 16 within the knob. Referring to the illustrations there is provided a fixed button or knob 15 which is adapted to fit snugly into the aperture 3' of the door frame 3. The upper end of the knob is of bifurcated form having side portions 15' and 15". The inner surfaces of these portions 15' and 15 are tapered outwardly adjacent their tops, leaving the major portion of the opening between portions to form a relatively narrow slot of such size as to accommodate the thickness of the cars ignition switch lock key. It will be noted in Figure 6 that the top 2' of the element 2 extends upwardly beyond the bottom of the slot formed between the two portions 15 and 15". When the key is inserted between the upper ends of the members 15 and 15" and moved down the slot, the key will contact the upper end of the element 2, and as the key is further depressed it will move the element 2 in position for cooperating with the door lock mechanism as previously described. The portion 15" of the knob 15 is so designed as to snap into the aperture 3' and have a relatively fixed position.

The form of device shown in Figures 7 and 8 operates quite similarly to the one shown and described for Figures 4, 5 and 6. In this form, however, there is a knob member 20, having a bifurcated upper end forming side members 20' and 20", which is generally formed from a tube-like member. The element 2 is provided with a guide member 21 which is adapted to slidably engage the inner Wall of the tube. The tapered outer ends and slot lying between the portions 20' and 20" are of substantially the same size and configuration as those shown and described for Figures 4 to 6. It will be noted that the guide 21 extends above the bottom of the slot formed between the members 20 and 20" in order that when the key is inserted between the members 20 and 20" it will contact the upper surface of the guide 21 and force the element 2 downwardly to operate the door locking mechanism.

Still another form of the invention is shown in Figures 9 to 12 inclusive. In this form the knob 1 is dispensed with and the door or window casing 25 is particularly formed to accommodate the door key and the lock control element 2. In Figure 9 the general scheme is well illustrated, the casing 25 is recessed at 25' leaving tapered side portions 25" and 25". These side portions are tapered toward their lower ends and terminate into a slot 26 at the bottom of the recessed portion 25'. The slot 26 continues for a short distance down the normal side of the casing 25, as shown at 26. The element 2 or an extension thereof extends upwardly from the lock within the door. The main body portion of the element 2 is normally in vertical position, having its upper and 2 bent at right angles to the body portion to extend outwardly through the slot 26'. The end 2" of the lock control element is adapted to operate up and down within the slot 26, with the outer surfaces not beyond the plane of the outside surface of the window casing. There is also provided a guide 2" adjacent the horizontal or bent end portion 2" which is adapted to contact each side of the slot 26' to prevent the end 2" of the lock control element from extending beyond the slot.

This recessed portion 25' does not interfere with the operation of the sliding window panel 27 which operates between the outer casing 28 and the inner casing 25.

In operation, this modification operates quite similarly to the forms illustrated in Figures 4 to 8, that is, the key 12 is used to depress the element 2. The key 12 is inserted within the area of the recess 25 and is guided by the tapered sides 25" and 25" to the slot 26 which is just slightly wider than the thickness of the key. Immediately below the slot 26 is the end portion 2" of the lock control element 2. As the key is further depressed the element will be depressed along the slot 26 which is of suflicient length as to allow the element 2 to operate the lock mechanism. In this design there is no obstruction above the general surface of the window casing. This type is more adaptable to be incorporated in the manufacture of the car.

The idea behind the invention is to nrevent or caution the operator of a vehicle not to leave the ignition kev inside the car, for it is generally this key that operates the door lock from the outside. A number of schemes have been devised against being caught without a key to unlock the door. One of the schemes is to carry a key on a separate ring. Another has been to have a key secretly hidden somewhere under the car hood, or frame of the car. However, the best plan is to take the car ignition key for depressing the lock control stem and with it you may definitely unlock the car door, besides making sure that the ignition key is taken out of the switch and not left in or around the car, where it could be readily used in a case where a thief may jimmy the car door.

While the invention has been shown and described in detail it is not intended as a limitation, as various forms may be resorted to and still fall within the confines of the appended claim which defines its scope.

I claim:

A control for motor vehicle door locks comprising, in combination, a movable lock control element extending outwardly from the lock to a point adjacent the door surface, the door surface having an opening through which the outer end of the control element extends, a separate knob fixedly secured to the outer end of the lock control element having a cross-slot extending completely across the top of the knob and of such width as to accommodate a key to the door lock, a latch having a portion within said slot adapted to normally engage the outer surface of the door adjacent the opening for normally preventing the knob from being depressed, the latch being formed of a single leaf spring having one end fixed to 5 the knob' adjacent the top thereof and extending downwardly at an angle across the slot and terminating at a point just above the door surface, the knob having an angular slot extending below the cross-slot forming an opening at a point adjacent the door surface for admitting the free end of the spring latch, a stop for the latch in the form of a shoulder for limiting the outward movement of the latch when the latch is in its normal locking position, whereby the latch is moved inwardly toward the center of the knob and out of contact with the door surface when the door key is inserted within the cross-slot.

References Cited in the file of this patent UNITED STATES PATENTS Schumann Feb. 24, 1953 Bethune Apr. 27, 1954 Trammell Nov. 23, 1954 Trammell May 24, 1955 Trammell Feb. 21, 1956 

